Brake for railway-cars.



H. 1-]..SAYLOR, H. S. HEDRIGK & F. P. GLADFELTER.

BRAKE FOR RAILWAY CARS.

APPLICATION FILED AUG. 2. 1910.

Patented June 13, 1911.

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H. E. SAYLOR, H. S. HEDRIGK & F. P. GLADPELTER. BRAKE FOR RAILWAY GARS.

APPLICATION FILED AUG. 2. 1910.

Patented June 13,1911.

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H; E. SAYLOR, H. S. HEDRIOK & P. P. GLADFELTER'.

BRAKE FOR RAILWAY GARS,

APPLICATION IILBD AUG. 2. 1910.

Patel lted June 13, 1911.

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BRAKE FOR RAILWAY GARS- APPLICATION FILED AUG;2. 1910.

. 94,791. Patented June 13,1911.

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UNTTED STATES PATENT OFFICE.

HARRY E. SAYLOR, HERBERT S. HEDRICK, AND FRANK P. GLADFELTER, 0F CANALWINCHESTER, OHIO.

BRAKE FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented June 13, 1911.

To all whom it may concern:

Be it known that we, HARRY E. SAYLOR, HERBERT S. HEDRICK, and FRANK P.GLAD- FELTER, citizens of the United States, residing at CanallVinchester, in the county of Franklin and State of Ohio, have inventedcertain new and useful Improvements in Brakes for Railway-Cars, of whichthe following is a specification.

Our invention relates to brakes for railway cars and particularly toelectro-magnetic brakes.

The object of the invention is to provide a brake of this characterwherein the magnets shall be energized and the brakes set either at thewill of the engineer on the locomotive or automatically when the trainbreaks in two.

A further object of the invention is to provide a very simple form ofelectro-magnetic brake in which the trucks of the car shall be providedeach with a pair of elec tro-magnets, the cores of which are movable andprovided with removable shoes which have frictional engagement with therails when the magnets are energized, these shoes being removable inorder that they may be replaced when worn.

A further object is to provide an electromagnetic car brake in which thebrakes on each car are adapted to be energized by means of a dynamodriven from the axle of the car so that each car is independent of everyother car in the train, and so that if the train breaks in two each carwill have the means for automatically energizing its brake magnets.

The invention is shown in the accompanying drawings wherein:

Figure 1 is a side elevation of a car pro vided with our improved brake.Fig. 2 is an under side view of a car. Fig. 3 is a detail section of oneend of a car, and particularly of the trucks thereof, the magnetic brakebeing shown in elevation, the section being taken on the line 33 of Fig.4. Fig. 1 is an inside view of one of the trucks showing the connectionsbetween the pair of magnets carried on the truck. Fig. 5 is a section onthe line 5-5 of Fig. l, the magnets being shown in elevation. Fig. 6 isa diagrammatic View of the car wiring. Fig. 7 is a diagrammatic view ofthe connections from one car of the train to the other car thereof.

Referring to these figures 1 designates the rails of a track and 2 a caradapted to travel. thereon, the car being provided with the usual trucks3 and wheels 4. All these parts are of any usual or desiredc0nstruction.

Carried on each truck are the oppositely disposed magnetcoils 5 throughwhich pass the cores 6. The cores are supported on springs 7 whichnormally hold them and the coils raised above the tracks 1. When,however, the magnets are energized they will be attracted toward therails 1 and by frictional engagement with the rails will bring the trainto a stop. In detail the coils are each supported by means of atransversely extending yoke 8, attached at its ends to the truck andhaving an enlarged middle portion upon which the coil 5 is adapted torest when depressed, this enlarged middle portion being formed with anopening for the passage of the core 6, this core being freely movablethrough the central opening of the yoke.

Mounted upon the upper face of the truck is the yoke 9 which is U-shapedin elevation and provided with the outwardly projecting feet 10 wherebythe yoke is attached to the truck. The yoke 9 crosses the opening orrecess 11 formed in the truck to receive the magnet, and the distancebetween the inner face of the yoke 9 and the upper face of the yoke 8 isgreater than the length of the coil 5 of the magnet. It will thus beseen that the coil and the core of each magnethas a certain amount ofmovement between the upper and lower yokes, this movement beingsufiicient to permit the core of the magnet with its shoe to be raisedabove the rail 1 or to be depressed into contact with the rail.

The core 6 passes through an opening 12 in the yoke 9 and is attached toa spring 7. The spring illustrated in the drawings is approximatelyV-shaped in side view, as shown in Fig. 4 but we do not wish to limitourselves to this construction. One arm of the V-shaped spring restsupon the upper face of the yoke 9, while the other arm of the springextends over the core 6 and is attached to the core by a screw or othersuitable attaching means 14 which passes down through the extremity ofthe spring 13 and into the core 6. The cores of each pair of magnets areconnected by a metallic connector 15 of any suitable character and whichis secured in place between the upper end of the core and the upper leafof the spring 13 by means of the screws 14. It will be obvious now thatwhen the magnets are energized the poles thereof will naturally beattracted by the rails 1, and that this attraction will cause themagnets to be drawn downward against the force of the springs 7.

In order to prevent wear of the magnet cores we provide the cores withthe shoes 16, each shoe being provided with the upwardly projectingshank 17 which is screw threaded and engages with a screw threadedrecess in the extremity of the core 6. TVhile we have shown these shoes16 as being pro vided with the shanks 17, it will of course beunderstood that we do not wish to limit ourselves to this constructionas it is obvious that the-shoes 16 might be attached to the cores in anysuitable manner. It will be plain that by providing the shoes 16 no wearwill come upon the ends of the magnet cores, and that the shoes 16 maybe removed and replaced when worn.

WVhile we do not wish to limit ourselves to any specific number ofmagnets to be used in connection with the rails, we have shown'for thispurpose four magnets, a, b, 0 and d, these magnets being connected inseries as shown diagrammatically in Fig. 6. These magnets are alsoconnected in circuit with a dynamo 21, but this circuit is normallybroken at a switch 22 which is adapted to be actuated by anelectro-magnet or a solenoid 23 of any suitable construction. The magnetor solenoid 23 is connected by the wire 24 to a rheostat 25 mounted uponthe locomotive of the train, the rheostat in turn being connected to anengine dynamo 26 which by a wire 27 is grounded to the trucks of thecar.

28 designates a pivoted switch arm having an armature 29 at one endthereof which is actuated by the electro-magnet 23. Vhen theelectro-magnet is energized it will act to draw the armature 29 towardit, thereby moving the arm 28 and causing one mem ber of the switch toengage the other member thereof and close the circuit through the dynamoand the series of electro-magnets a, Z), c and d. One member of theswitch 22 is connected by the wire 30 to the electromagnet a from whichthe wire 31 extends to the magnet F), from the magnet b to the magnet c,from the magnet c, to the magnet (Z, and from thence by the wire 32 tothe car dynamo 21. From the dynamo 21 the current is conducted by thewires 33 and 34 to the switch arm 28. The solenoid 23 is connected tothe wire 31 between the magnets c and (Z by means of the connection 35.The wire 24 at its end is provided with a coupling 36 whereby it may beconnected to the car immediately ahead, while from the binding post 37the circuit is taken by a wire 38 to the car in the rear, this wire 38being provided with the coupling 39.

It will be obvious now that when the controller on the locomotive isproperly turned that current will pass from the locomotive or enginedynamo 26 into the wire 24, from thence to the solenoid orelectro-magnet 23, thence by the wire 35 to the wire 31. This wire 31 isadapted to be grounded by means of a wire 32 which may be detachablyconnected to any one of the trucks of the car. The last car of the trainhas the wire 31 grounded; the other cars of the train do not, however.Hence it will be seen that when the current passes from the enginedynamo 26 into the wire 24 and from thence to the electro-magnet 23, itwill be conducted by the wire 35 to the wire 31 and from thence throughthe local circuit of each train and be eventually grounded by the wire31 of the last car of the train. The energizing of the solenoid orelectro-magnet 23 causes the armature 29 to move and as a consequencecloses the circuit at the switch 22. When this switch is closed acircuit is established from the car dynamo 21 through the wire 33,through the wire 34, the switch arm 28, the wire 30 to the electromagnet(1., thence successively through the electro-magnets 6, c and (Z, andthrough the wire 32 back to the dynamo. Thus when the solenoidor'electromagnet 23 is actuated the current from the locomotive dynamowill pass into the electro-magnets and at the same time the current fromeach car dynamo 21 will be thrown into the electro-magnets. It will beobvious that the current after it passes through the electro-magnets ofone car will be carried also to the solenoid or electro-magnet 23 of thenext car, whereupon the dynamo of that car will be thrown into circuitwith the brake magnets, and so on successively through all of the cars.It is thus within the power of the engineer to energize the brakemagnets on all of the cars simultaneously and thereby'bring the train toa stop.

Provision must be made whereby the brakes will be automatically set ifthe train should happen to break, and to this end we have provided aswitch, normally held in a neutral position, which when the train breaksis so shifted as to close the circuit through the car dynamo and thuscause the brake magnets to be energized and brakes to be set, therebybringing the train to a stop.

To this end We provide the longitudinally extending brake rod 40 whichis suitably mounted in guides upon the bottom of the car and isconnected at each end by chains 41 to the next adjacent cars of thetrain. These chains are normally slack so that the brake rod remains inits set position without movement while the train is coupled. Attachedto the brake rod and movable therewith is a pivoted contact member 12which is connected by a wire 43 to the electro-magnet a. Located in thepath of movement of the contact member 42 are the oppositely disposedspaced contact members 4 1 and 45. These contact members are connectedto each other and are so located that when the brake rod l0 is drawn inone direction the contact member 42 will make electrical engagement withone of the members 44 or 45, and when pulled in the other direction willmake contact with the other of said contact members. The contact members4 1 and 45 are both connected to a wire 46 which extends to and connectswith the wire 34. It will be obvious now that when the brake rod 40 isdrawn in either direction the circuit will be closed from the car dynamo21 through the wires 33 and 46, through the contact 42, through the wire43 to the brake magnet a, and from thence successively to the magnetsZ), c and (Z, and through the wire 32 to the car dynamo. It will beobvious that it the train breaks the chains 41 will be tightened beforethey snap, and that as a consequence the brake rod 40 will be shifted toestablish the circuit as above described. The position of the partstaken when the brake rod has been shifted by the train breaking isillustrated in the last car of the train shown diagrammatically in Fig.7. It will of course be understood that the couplings 36 and 39 are soformed as to permit the connections to part at these points when thetrain is put together. The chains 41 are also connected to thecorresponding chains on the next adjacent car by any suitable connectingdevice which will permit the chains to break when the train breaks.

While we have shown details which we believe to be thoroughly effectivein practice, we do not wish to be limited to these details as it isobvious that many changes might be made without departing from thespirit of the invention and in order to arrange our construction inaccordance with various details of car structure.

hat we claim is:

1. An electro-magnet-ic brake system for railway trains, includingelectro-magnetic brakes engaging with the track upon which the trainruns, a normally open local circuit for each car in which the brakes arelocated, a source of electricity on each car for said local circuit, acircuit closer operating to close said local circuit but yieldingly heldto break the circuit, an electro-magnet adapted to actuate said circuitcloser to close the local circuit, a source of electricity on the engineof the train connected in a normally open circuit with said localcircuit closing magnet, and means for closing the train circuit toactuate said circuit closer to close the local circuit and thereby applythe brakes.

2. An electro-magnetic brake system for railway trains, includingelectro-magnetic brakes engaging with the track on which the train runs,a normally open local circuit for each car in which the brakes arelocated, a source of electricity for said local circuit on each car, acircuit closer operating to close said local circuit but yieldingly heldaway from its closed position, an electro-magnet on each car adapted toactuate said circuit closer to close the local circuit, a source ofelectricity on the engine of the train connected in a normally opencircuit with the circuit closing magnets of each car, and means forclosing said open circuit to actuate said circuit closers and therebyapply the brakes.

3. An electro-magnetic brake system for railway trains, includingelectro-magnetic brakes engaging with the track on which the train runs,a normally open local circuit on each car of thc t-rain in which thebrakes are located, a source of electricity for said local circuit oneach car, a circuit closer operating to close said local circuit butnormally breaking said circuit, an electro-magnet actuating said circuitcloser to close the local circuit, a source of electricity on the engineof the train connected in a normally open circuit with the circuitclosing magnets of all the cars of the train, means on the engine forclosing said last named circuit, a switch also on each car adapted toclose the local circuit thereof, and means connecting one car to anotherand connected to said switch and adapted to shift the switch as theconnecting means is shifted to close the local circuit.

a. An electro-magnetic brake system for railway trains, includingelectro-magnetic brakes engaging with the track upon which the trainruns, a normally open circuit in which the brakes are located, a sourceof electricity for said local circuit, a circuit closer adapted to closesaid local circuit but normally held in position to break the same, anelectro-magnet for actuating said circuit closer to close the localcircuit, a source of electricity on the engine of the train connected ina normally open circuit with the circuit closer magnet, means forclosing said last named circuit to energize said magnet and operate thecircuit closer, an electrical connection between the source ofelectricity on each car and the local circuit of said car, a switchnormally breaking the circuit through said connection but adapted whenmoved in either direction to close said circuit, and means connectingone car to another and connected to said switch to shift the switch andestablish said circuit when the connection between one car and anotheris broken.

5. An electro-magnetic brake system for railway trains, includingelectro-magnetic brakes engaging with the track upon which the trainruns, a normally open local circuit in which the brakes are located, asource of electricity for said local circuit carried on the car, acircuit closer operating to close said local circuit, an electro-magnetactuating said circuit closer to close the local circuit, a source ofelectricity on the engine of the train connected in a normally opencircuit with the circuit closing magnet, means for closing said normallyopen circuit to energize the magnet, a normally open shunt circuitextending between the source of electricity on the car and the localcircuit, spaced contacts, both connected to said shunt circuit, and aswitch also connected to the shunt circuit and adapted to electricallyengage with one or the other of said contacts to close the shunt circuitwhen the switch is moved in one or the other direction, and means,freely movable longitudinally by the breaking of the train, connectingone car to another and connected to said switch to shift the switch inone direction or the other when the connection is shifted by thebreaking of the train at one end or the other of the car.

6. An electro-magnetic system for railway trains, includingelectro-magnetic brakes engaging with the track upon which the trainruns, a normally open local circuit for each car in which the brakes arelocated, a source of electricity on each car for said local circuit, acircuit closer on each car operating to close said local circuit butyieldingly held in a position to break said circuit, an electromagnetfor actuating said circuit closer to close the local circuit, a sourceof electricity on the engine of the train connected in a normally opencircuit with the circuit closing magnet, means for closing the normallyopen train circuit to shift the circuit closer on each car, a normallyopen shunt circuit extending between the source of electricity on eachcar and to the local circuit, spaced contacts connected in said shuntcircuit, a switch also connected in the shunt circuit and movable intoengagement with either one of said contacts, rods connected to saidswitch and extending longitudinally of each car to the opposite endsthereof, and frangible connections between the rods of one car and therods of the next adjacent car.

7. In an electro-magnet systenf for railway trains, a movable magnetcarried by each car of the train, said magnet having its core supportedadjacent to a rail of the track, a source of electricity on each car ofthe train normally out of circuit with the magnet, a switch normally ininoperative position but adapted when moved in either direction toestablish a circuit between the source of electricity and the magnet,and frangible connections between the cars of the train and located ateach end of each car and connected to said switch normally holding theswitch in its inoperative position but adapted to cause a movement ofsaid switch in one direction or the other to establish said circuit whenthe train is broken.

8. In an electromagnetic brake system for railway trains, a plurality ofelectro-magnets carried by each car of the train, the cores of themagnets being supported adjacent to the rails of the track on which thecar runs, a source of electricity on each car in constant operation butout of circuit with said magnets, a switch adapted when moved in eitherdirection to establish a circuit between the source of electricity andthe electro-magnets, and longitudinally extending connecting membersconnected to said switch and adapted to be connected to the adjacentcars of the train by a frangible connection whereby when the train isbroken the connection shall be broken and the switch moved to establisha circuit through the source of electricity and the magnets carried bysaid car.

9. In an electro-magnetic brake system for railway trains, a pluralityof electro-magnets mounted upon each car, the cores of said magnetsbeing disposed adjacent to the rails upon which the train runs, a dynamoon the locomotive, a rheostat connected to said dynamo, a connectionbetween said rheostat and the first magnet of the next adjacent car, anelectrical connection from said first magnet to all the other magnets ofeach car of the train, a dynamo mounted on each car of the train andcontinuously actuated, said dynamo being normally out of circuit withthe electro-magnets on each car, means actuated upon the actuation ofthe rheostat for establishing a circuit bet-ween the dynamo on each carand the electromagnets of said car, whereby the electromagnets shall beenergized and attracted toward and in frictional contact with the railsupon which the car moves, a switch on each car adapted to establish acircuitbetween the dynamo of that car and the electro-magnets of thesaid car, said switch being normally open, oppositely disposed contacts'ith which the switch will make electrical connection when moved in oneor the other direction, and connecting members attached to the switchand extending in opposite directions therefrom to the ends of the car,said connecting members having frangible connections to the connectingmembers on the next adjacent cars whereby when the train is broken theconnecting members will be moved, the switch thrown to its operativeposition and a circuit established between the dynamo on said car andthe electro-magnets thereof.

10. In an electro-magnetic brake system for railway trains, a pluralityof electromagnets mounted upon each car, the cores of said magnets beingdisposed adjacent to the rails upon which the train runs, said magnetsbeing connected in a normally open circuit, a source of electricity oneach car located in said circuit, a source of electricity on thelocomotive connected on one side to a ground and connected in circuitwith the local circuits of each car, a switch on the engine normallybreaking the circuit between the source of electricity on the engine andsaid local circuits, means actuated upon the actuation of the switch forclosing the local circuits of each car whereby the electromagnets shallbe energized and the cores thereof attracted toward and in frictionalcontact with the rails upon which the car moves, a switch on each caralso adapted to establish a circuit between the source of electricity onthat car and the electro-magnets thereof, said switch being normallyopen, and means for operating said switch to close the local circuit ofeach car, said means being actuated by the breaking of the train.

11. The combination with a railway car truck, of a support mounted onthe truck and having an opening disposed immediately above the rail of atrack, an electro magnet located in said opening, a core movable throughthe electro-magnet and having 5 a brake-shoe at its lower end supportedabove the rail of the track, an angular supporting bar bridging theopening in the sup port through which supporting bar the core of themagnet freely moves, and a spring 40 mounted on said supporting bar andengaging the core to hold the core away from the rail.

12. The combination with a railway car truck, of oppositely disposedelectro-mag nets supported on the truck, each above one of the rails ofthe track, a core for each of said magnets movable through the coilthereof and having a brake shoe at its lower end,

a connection between the cores of both magnets, leaf springsapproximately V-shaped, one of the leaves of each spring being mountedupon the coil of one of the adjacent magnets and the other leaf of thespring be ing connected to said core to hold the core above the rails ofthe track.

In testimony whereof, we afiiX our signatures in presence of twowitnesses.

Witnesses:

WILLIAM D. BEEKS, SAMUEL H. SAYLoR.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, I). C.

